Heating apparatus for railroad-cars



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110.431,106. Patented July 1, 1890.

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HEATING APPARATUS POR RAILROAD GARS.

110.431,106. PatentedJuly 1. 1890.

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ELI COLLINS, OF LITTLE ROCK, ARKANSAS.

HEATING APPARATUS FOR RAILROAD-CARS.

SPECIFICATION forming part of Letters Patent N o. 431,106, dated July 1, 1890.

Application filed November 13, 1888. Serial No. 290,697.

(No model.)

.To all whom it may concern Be it known that I, ELI COLLINS, a citizen of the United States, residing at Little Rock, in the countyof Pulaskiand State of Arkansas, have invented a new and useful Improvement in Heating Apparatus for Railroad- Cars, of which the following is a specification.

My invention relates to an improvement in heating apparatus for railroad-cars; and it consists in the peculiar construction and combination of devices that will be more fully set forth hereinafter, and particularly pointed out in the claims.

In the accompanying drawings, Figure l is an elevation, partly in section, of a railwaytrain provided with a heating apparatus embodying my improvements. Fig. 2 is an enlarged vertical longitudinal sectional View of the heating-car. Fig. 3 is a horizontal sectional view of the same, taken on the line ocx of Fig. 2. Fig. 4 is a plan view of the bottom or floor of one of the cars, showing the arrangement of the radiating-drum therein, a portion of the floor being removed to disclose the interior construction of the drum. Fig. 5 is an elevation, partly in section, of the coupling devices between the cars. Fig. G is a detail view of one of the detents.

A represents a locomotive of the usual construction.

B represents the tender, which has a supplemental coal-bunker C on its rear side, for the purpose to be hereinafter stated; and D represents a heating-car, which is coupled to the tender and is of suitable size, and it has a door E on its front side, adjacent to the coal-bunker C.

Arranged within the car D, at a suitable distance from the sides and roof thereof, is an interior heating-chamber F, which has a fuel-door G on its front side and a door H at a suitable distance below the door G, said door II being provided with a damper I of the usual construction.

In the front side of the chamber F is a furnace'I, which is bolted to the door of the car D and is secured to the front wall of the chamber F by means of straps K.

In the rear upper corner of the casing or chamber F is a smoke-box L, which is conn nected to the furnace by a series of inclined smoke pipes or flues M, and from the smokebox extends a stack or chimney N, that passes through the roof of the heating-car. i

O represents registers in the sides of the car, adapted to direct air into the interior casing F when the train is in motion, and the said air becomes heated by the furnace in the said casing, as will be very readily understood.

The confined space between the sides of the car D and the sides of the interior casing F is filled with a non-conducting medium to prevent loss of heat from the casing F by radiation. Said casing F has in one sideadoor R, by means of which access may be attained to its interior. A coiled air-induction pipe Z3 is located in the upper portion of the furnace. The upper end of the said pipe extends through the front wall of the inner casing and is provided with a bell-shaped opening Z5, having a register Z4. The lower end `of the said pipe communicates with the interior of the casing F. The function of the said pipe is to admit air to the casing F and to heat the same while passing through the furnace.

S represents a pair of rotary fans or blowers, which are located in the lower rear corner of the casing F, and have their shaft T journaled in bearings in the sides of the casing. On the ends of the said shaft are tapered pulleys U.

V represents a counter-shaft, which is arranged at a slight distance in rear of the casing F, and is jourualed in standards W. The said counter-shaft has a central pulley X, and is provided at its ends with pulleys Y, which are connected to the pulleys U by means of endless belts Z.

On the rear axle of the car D is a pulleyAf.

B represents an endless belt, which connects the said pulley to the pulley X, and thereby causes rotary motion to be imparted to the counter-shaft V when the car is in motion. A pair of belt-Shifters C are arranged on the sides of the interior casing F and engage with the belts Z, and on the sides of the said interior casing are pivoted catches or detents D', each of which has a series of notches E on its lower side adapted to engage the belt-Shifters and secure the latter at any desired adjustment.' The belt-shifters IOO enable the belts Z to be moved inward or outward on the pulleys U Y, and hence cause the blowers to be rotated at any desired rate of speed, as will be readily understood. These belt-shifters are essentialto the successful operation of the device, as a whole, for the purpose of regulating the speed of the blowers, which necessarily must be under control; but the said belt-Shifters are not to be considered as forming a part of the present invention.

F' represents a pair of steam-pipes, which extend fromthe boiler of the locomotive and have their rear ends entering the blowercases and arranged at a suitable angle with relation to the fans or blowers therein, so that when the train is at rest blasts of steam from the boiler may be employed to rotate the blowers, and hence keep the heating apparatus in motion. If preferred, a suitable steam-engine may be provided to operate the blowers. Pipes G communicate with the blower-casing and extend through the bottom of the heating-car.

In each of the cars II', under the Hoor thereof, is arranged a pair of heating-drums I', the same extending nearly or entirely throughout the length of the car, and being arranged under the seats and provided with registers K in the car-floor and with nonconducting jackets I4. The drums I have pipes L' at their ends, which extend through the car-floor, and are adapted to be coupled together between the cars throughout the entire train, in order to establish communication between the blowers and the radiatingdrums. The pipes G and L' are provided near their ends with flanges M'.

I will now describe the coupling apparatus by means of-which the pipes are coupled between the cars.

N' represents a pair of hollow hemispherical sections, which are provided with pipes O', that lit over the outer ends of the pipes G' L', and are adapted to move longitudinally thereon to accommodate themselves to the motion of the train. The said pipes O' are provided on their outer sides with annular flanges P' and coiled extensile springs R' are arranged on the said pipes and on the pipes G L and bear between flanges M P.

S represents a hollow spherical couplingsection, which is socketed in the hemispherical sections N', and is provided on opposite sides with pipes T', which enter the pipes O'. From one of the pipes T' extends a pair of springcatches U', which engage offsets or shoulders V on the inner side of pipe G', and hence prevent the spherical section S' from being withdrawn from the pipe G when the cars are uncoupled. The function of the springs R' is to press the hemispherical sections N" toward each other, and fit them snugly on the spherical sections S at all times, and thereby effect a perfectly air-tight joint between the said semi-spherical and spherical` sections. When the cars separate, the pipecoupling is automatically broken, the spherical coupling-sections S being connected 'to but one of the pipes at the ends of the cars by the spring-catches U The pipes L' at the rear end of the train are provided with valves, by means of which they may be closed to prevent the escape of the heated air from the radiating-drum.

The operation of my invention is as follows: The air heated by the furnace in the casing or chamber F is forced by the rotary blowers through the coupling-pipes into the drums or air-chambers I throughout the train, and when the registers K' thereof are opened said heated air escapes into the cars and serves to effectually heat the same.

.Having thus described my invention, I claim- 1. In a car-heating apparatus, the combination, with a car, of an interior casing, a furnace and a smoke-box arranged in opposite ends of said casing, flues connecting said furnace and smoke-box, an exit-pipe, a pipe coiled in the furnace-casing and having its ends extended through the latter, one end being provided with a bell-shaped mouth having a register, registers to admit the external air to the main casing, rotary blowers arranged in said casing, means for operating said blowers, and means to convey the heated air from the blower-casings to the cars to be heated, substantially as set forth.

2. The combination of the spherical section S', having the pipes T', and the catches U', projecting from one of said pipes, with the pipes G L', one of which has the shoulders engaged by the catches, and the spring-pressed hemispherical sections N engaging the spherical section and having the pipes O', iitting on the ends of the pipes G O', substantially as described.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in presence of two witnesses.

ELI ooLLiNs.

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